US20150191140A1 - Vehicle interior material - Google Patents
Vehicle interior material Download PDFInfo
- Publication number
- US20150191140A1 US20150191140A1 US14/559,925 US201414559925A US2015191140A1 US 20150191140 A1 US20150191140 A1 US 20150191140A1 US 201414559925 A US201414559925 A US 201414559925A US 2015191140 A1 US2015191140 A1 US 2015191140A1
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- United States
- Prior art keywords
- interior material
- panel
- vehicle interior
- impact absorbing
- wall
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
- B60R21/0428—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings associated with the side doors or panels, e.g. displaced towards the occupants in case of a side collision
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R13/00—Elements for body-finishing, identifying, or decorating; Arrangements or adaptations for advertising purposes
- B60R13/02—Internal Trim mouldings ; Internal Ledges; Wall liners for passenger compartments; Roof liners
- B60R13/0237—Side or rear panels
- B60R13/025—Pillars; Roof rails
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R13/00—Elements for body-finishing, identifying, or decorating; Arrangements or adaptations for advertising purposes
- B60R13/02—Internal Trim mouldings ; Internal Ledges; Wall liners for passenger compartments; Roof liners
- B60R2013/0287—Internal Trim mouldings ; Internal Ledges; Wall liners for passenger compartments; Roof liners integrating other functions or accessories
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/003—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks characterised by occupant or pedestian
- B60R2021/0039—Body parts of the occupant or pedestrian affected by the accident
- B60R2021/0048—Head
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
- B60R2021/0414—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings using energy absorbing ribs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
- B60R2021/0435—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings associated with the side or roof pillars
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/02—Occupant safety arrangements or fittings, e.g. crash pads
- B60R21/04—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings
- B60R2021/0442—Padded linings for the vehicle interior ; Energy absorbing structures associated with padded or non-padded linings associated with the roof panel
Definitions
- the present invention relates to a vehicle interior material with which an impact absorbing rib extending from a counter surface facing a vehicle body panel is integrally formed.
- metal vehicle body panels such as a pillar panel, a roof panel and a door panel are provided, for example.
- various interior materials such as a pillar trim (pillar garnish), a roof trim and a door trim are placed.
- An impact absorbing rib can be integrally formed with the interior materials so as to absorb impact energy applied to an occupant and protect the occupant when impact occurs because of car accident or other reasons.
- the impact absorbing rib is provided on a surface of the interior materials facing the vehicle body panel.
- Japanese Unexamined Patent Application Publication No. 2008-296762 discloses a pillar garnish with which an impact absorbing body is integrated on a reverse surface facing a front pillar.
- the front pillar is a pillar panel placed between a windshield and a front door glass of a vehicle.
- the front pillar is also referred to as an A pillar panel.
- the pillar garnish assembled to the A pillar panel is also referred to as an A pillar garnish.
- an impact force may be applied forward from the head of the occupant to the A pillar garnish having an insertion portion that is inserted into a hole formed on a vehicle body panel.
- a force is applied to the insertion portion in a direction crossing a projecting direction of the insertion portion.
- the force may be also applied to other vehicle interior materials than the A pillar garnish.
- the present invention discloses a vehicle interior material capable of improving impact absorbing performance when the impact force is applied to the direction crossing an inserting direction of the insertion portion.
- One aspect of the present invention provides a vehicle interior material that is integrally formed, the vehicle interior material comprising; an impact absorbing rib that is extended from a counter surface facing a vehicle body panel; an insertion portion that is inserted into a hole formed on the vehicle body panel; and a base portion that has a thick portion that is thicker than the impact absorbing rib, is extended from the counter surface, and is integrated with the insertion portion at a tip portion of the base portion.
- integralally formed means that the vehicle interior material is integrally formed with the impact absorbing rib, the insertion portion, the base portion, and other interior materials.
- FIG. 1 is a diagram schematically showing an example of an interior of an automobile 100 .
- FIG. 2 is a perspective view showing an example of an interior material 1 viewed from a cabin CA 1 side.
- FIG. 3 is a perspective view showing an example of the interior material 1 viewed from a reverse surface side.
- FIG. 4 is a perspective view showing an enlarged example of a main portion of the reverse surface side of the interior material 1 .
- FIG. 5 is a perspective view showing an enlarged example of a base portion 30 and surrounding areas.
- FIG. 6 is a perspective view showing an enlarged example of the base portion 30 and surrounding areas viewed from another direction different from FIG. 5 .
- FIG. 7 is a diagram showing an enlarged example of the base portion 30 and surrounding areas viewed from a vehicle body panel 2 side.
- FIG. 8 is a cross-sectional view schematically showing an example of a state that an FMH (Free Motion Head Form) 80 is moved forward and in contact with the interior material 1 .
- FMH Free Motion Head Form
- FIG. 9 is a cross-sectional view cut near a third wall portion 33 showing an example of a main portion of the automobile 100 in which the interior material 1 is assembled to the vehicle body panel 2 .
- FIG. 10 is a cross-sectional view cut near a first wall portion 31 showing an example of the main portion of the automobile 100 in which the interior material 1 is assembled to the vehicle body panel 2 .
- FIG. 11 is a diagram showing an example of the base portion 30 viewed from an opening OP 1 side.
- FIG. 12 is a diagram schematically showing an example of an impact test.
- FIG. 13 is a diagram showing an example of a load-displacement curve.
- FIG. 14 is a cross-sectional view schematically showing a state that the FMH 80 is moved forward and in contact with a pillar garnish 901 in a comparative example.
- An integrally formed vehicle interior material 1 has an impact absorbing rib 20 extended from the counter surface 11 b which is facing the vehicle body panel 2 and an insertion portion 40 to be inserted into a hole 3 formed on the vehicle body panel 2 .
- the vehicle interior material 1 has a thick portion 36 and a base portion 30 .
- the thick portion 36 is thicker than the impact absorbing rib 20 .
- the base portion 30 is extended from the counter surface 11 b .
- the insertion portion 40 is integrated with a tip portion of the base portion 30 .
- FIG. 14 shows a pillar garnish 901 mounted on an A pillar panel 902 which is located between the windshield and the front door glass of the vehicle as a comparative example.
- An impact absorbing rib 920 is extended from a reverse surface of the pillar garnish 901 toward the A pillar panel 902 .
- a locking portion 921 is formed so as to be in contact with the A pillar panel 902 .
- FIG. 14 also schematically shows a state that an FMH (Free Motion Head Form) 80 is moved forward and in contact with the pillar garnish 901 when an impact test is performed for a sample of the comparative example.
- the FMH 80 is corresponding to the head of the occupant.
- the impact absorbing rib 920 Since the impact absorbing rib 920 is provided, even when the head of the occupant moved forward is in contact with the pillar garnish 901 from a rear side of the pillar garnish 901 , the impact absorbing rib 920 is crushed between the head of the occupant and the A pillar panel 902 to absorb the impact.
- movement of the impact absorbing rib should be restricted in order to receive impact load when the occupant is in contact with the interior material. For example, the movement can be restricted if the impact absorbing rib is hooked by the vehicle body panel.
- a hooking margin of the impact absorbing rib formed on an A pillar garnish cannot be ensured for a reason of appearance design of the vehicle (e.g. thin A pillar panel) or other reasons.
- the A pillar garnish is moved forward while sliding on the A pillar panel. Therefore, the load is not sufficiently applied to the impact absorbing rib, and a desired impact absorbing performance cannot be realized.
- An impact absorbing body described in Japanese Unexamined Patent Application Publication No. 2008-296762 has a thin plate-shaped first rib directed toward a longitudinal direction of a pillar garnish and a plurality of thin plate-shaped second ribs crossing the first rib.
- the impact absorbing body hit against the front pillar is deformed to absorb the impact.
- the impact absorbing body is broken to absorb the impact.
- an insertion portion is formed so as to be inserted into a hole portion opened on the front pillar.
- a thin plate-shaped third rib extended from the first rib toward the front pillar side and a thin plate-shaped fourth rib extended from the second ribs toward the front pillar side are crossed with each other in a cross shape.
- an impact force may be applied forward from the head of the occupant to the A pillar garnish.
- the force is applied to the insertion portion in a direction crossing a projecting direction of the insertion portion. If an angle formed by the direction of the force and the projecting direction of the insertion portion is large, the insertion portion, which is formed by crossing the thin plate-shaped third rib and the thin plate-shaped fourth rib, may be deformed and dropped out from the hole portion of the front pillar.
- clips to mount the A pillar garnish on the hole portion cannot be used due to product design. Even when the angle formed by the direction of the impact force and the projection direction of the insertion portion is large, if the insertion portion is prevented from being dropped out from the hole portion of the front pillar without using the clips, the impact absorbing performance against the impact force can be improved.
- the thick portion 36 is formed on the base portion 30 , which is extended from the counter surface 11 b facing the vehicle body panel 2 .
- the insertion portion 40 to be inserted into the hole 3 of the vehicle body panel 2 is integrated with a tip portion (head portion 34 ) of the base portion 30 . Therefore, rigidity of the base portion 30 is increased. Consequently, even if an impact force F1 is applied in a direction D5, which is crossing an insertion direction D4 for inserting the insertion portion 40 into the hole 3 of the vehicle body panel 2 , the insertion portion 40 is prevented from being disconnected from the hole 3 of the vehicle body panel 2 .
- the above embodiment can provide a vehicle interior material 1 capable of improving the impact absorbing performance without using the clips when the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 of the insertion portion 40 .
- the base portion 30 can have the head portion 34 which is integrated with the insertion portion 40 , and first and second wall portions 31 , 32 which face each other across a space SP 1 and lead from the counter surface 11 b to the head portion 34 .
- the thick portion 36 can be provided astride the head portion 34 and at least one of the first and second wall portions 31 , 32 .
- the thick portion 36 is provided astride the head portion 34 and at least one of the first and second wall portions 31 , 32 , which are extended from the counter surface 11 b facing the vehicle body panel 2 . Therefore, rigidity of the base portion 30 is increased. Consequently, even if the impact force F1 is applied in the crossing direction D5, the insertion portion 40 is prevented from being disconnected from the hole 3 of the vehicle body panel 2 .
- the present embodiment can further improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5.
- a distance L1 between the first wall portion 31 at a connection part to the head portion 34 and the second wall portion 32 at a connection part to the head portion 34 can be narrower than a distance L2 between the first wall portion 31 at a connection part to the counter surface 11 b and the second wall portion 32 at a connection part to the counter surface 11 b .
- rigidity of the base portion 30 can be increased. Therefore, even if the impact force F1 is applied in the crossing direction D5, the insertion portion 40 is prevented from being disconnected from the hole 3 of the vehicle body panel 2 .
- the present embodiment can improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5.
- the head portion 34 can have a first edge portion 34 a connected to the first wall portion 31 , a second edge portion 34 b connected to the second wall portion 32 , and third and fourth edge portions 34 c, 34 d connected to both the first edge portion 34 a and the second edge portion 34 b while being separated with each other.
- the base portion 30 can have a third wall portion 33 which leads from the counter surface 11 b to the third edge portion 34 c. Since the third wall portion 33 is provided, rigidity of the base portion 30 is increased. Therefore, even if the impact force F1 is applied in the crossing direction D5, the insertion portion 40 is prevented from being disconnected from the hole 3 of the vehicle body panel 2 . Thus, the present embodiment can improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5.
- At least one of outer surfaces ( 31 o and 32 o ) of the first wall portion 31 and the second wall portion 32 can be connected to the impact absorbing rib 20 .
- the impact absorbing rib 20 when the impact is input, the impact absorbing rib 20 is deformed by receiving a load between the base portion 30 and a contact position of the occupant.
- the insertion portion 40 is deformed by receiving a load transmitted through the impact absorbing rib 20 .
- the impact absorbing performance can be further improved when the impact force F1 is applied in the crossing direction D5.
- outer surfaces 41 o, 42 o of the insertion portion 40 can be extended outward (outward direction D6) from a virtual axis AX1, which is along the insertion direction D4 for inserting the insertion portion 40 into the hole 3 of the vehicle body panel 2 , at a connection part to the head portion 34 so that the outer surfaces 41 o , 42 o are aligned with the panel side surface 34 p.
- the insertion portion 40 is prevented from being broken at the connection part to the head portion 34 .
- the impact absorbing performance can be further improved when the impact force F1 is applied in the crossing direction D5.
- the insertion portion 40 can be tapered. In this embodiment, when the vehicle interior material 1 is assembled on the vehicle body panel 2 , the insertion portion 40 can be easily inserted into the hole 3 of the vehicle body panel 2 . In addition, since the insertion portion 40 is guided to an assembling position by a tapered shape, the present embodiment can improve the assembling workability.
- the insertion portion 40 can have a plurality of divided ribs 41 , 42 , 43 which are branched so as to be directed toward an edge portion 3 e of the hole 3 of the vehicle body panel 2 .
- the insertion portion 40 when the impact is input, the insertion portion 40 is easily hooked by the edge portion 3 e of the hole 3 of the vehicle body panel 2 . Therefore, the insertion portion 40 is further prevented from being dropped out from the hole 3 of the vehicle body panel 2 .
- the impact absorbing performance can be improved.
- the insertion portion 40 When the insertion portion 40 is mounted on the vehicle body panel 2 , the insertion portion 40 can be arranged separated from the edge portion 3 e of the hole 3 of the vehicle body panel 2 . In this embodiment, the vehicle interior material 1 can be easily assembled on the vehicle body panel 2 .
- FIG. 1 schematically shows an example of an interior of an automobile 100 having the vehicle interior material 1 .
- FRONT, REAR, UP, DOWN respectively represent the front, rear, up, and down side of the automobile. Positional relation between left and right is based on a direction of viewing the front from the rear of the automobile.
- a symbol D1 represents a front-rear direction
- a symbol D2 represents an up-down direction
- a symbol DL1 represents a longitudinal direction of a main portion 11 c of a front pillar garnish 1 A.
- a magnification ratio of each direction may be different in FIGS. 1 to 14 and figures may not be matched with each other.
- the automobile 100 shown in FIG. 1 is a road running vehicle designed and equipped for being used on a road.
- a cabin CA 1 is formed around sheets (not illustrated) so that the automobile 100 can be used as a passenger car.
- a vehicle body panel 2 of the automobile 100 includes a pillar panel, a side roof rail 2 C, a roof panel 2 D, and a door panel, for example.
- the pillar panel at least includes a front pillar panel 2 A located between a front window 4 F on which the windshield is provided and a front door window 4 A on which the front door glass is provided, a center pillar panel 2 B located between the front door window 4 A and a rear door window 4 B, and a rear pillar panel (not illustrated) located behind the rear door window 4 B.
- the front pillar panel 2 A is also referred to as an A pillar panel
- the center pillar panel 2 B is also referred to as a B pillar panel
- the rear pillar panel is also referred to as a C pillar panel.
- the pillar panels ( 2 A, 2 B) support a ceiling portion of the automobile 100 as a frame of the vehicle.
- the front pillar panel 2 A shown in FIG. 1 is branched into two.
- a fixed triangular window 4 C is mounted on the front pillar panel 2 A. Therefore, the front door glass is divided into an opening/closing portion provided on the front door window 4 A and a fixed portion provided on the window 4 C.
- the door panel at least includes a front door panel 2 E arranged beside a front sheet and a rear door panel 2 F arranged beside a rear sheet.
- An opening trim 70 formed of an elastic member such as a rubber is provided on the vehicle body panel 2 at a position which frames the door windows 4 A, 4 B.
- the interior material 1 such as a pillar garnish (pillar trim), a side roof rail garnish 1 C, a roof trim 1 D, and a door trim is mounted on the cabin CA 1 side of the vehicle body panel 2 .
- the pillar garnish at least includes a front pillar garnish 1 A mounted on the front pillar panel 2 A, a center pillar garnish 1 B mounted on the center pillar panel 2 B, and a rear pillar garnish (not illustrated) mounted on the rear pillar panel.
- the front pillar garnish 1 A is also referred to as an A pillar garnish
- the center pillar garnish 1 B is also referred to as a B pillar garnish
- the rear pillar garnish is also referred to as a C pillar garnish.
- the front pillar garnish 1 A shown in FIG. 1 is branched into two having a body 11 in which a branch portion 11 d is branched from a main portion 11 c .
- the side roof rail garnish 1 C is mounted on the side roof rail 2 C.
- a curtain side airbag 60 is mounted on the cabin CA 1 side of the front pillar panel 2 A and the side roof rail 2 C.
- the roof trim 1 D is mounted on the roof panel 2 D.
- the door trim at least includes a door trim 1 E mounted on the front door panel 2 E and a door trim 1 F mounted on the rear door panel 2 F.
- the interior material 1 has a function of improving the design by covering the cabin CA 1 side of the vehicle body panel 2 , and a function of protecting the occupant by reducing harm to the occupant when the impact occurs.
- a molded article which is formed by molding a molding material
- the molding can be injection molding or press molding, for example.
- the molding can be executed after the molding material is formed so that the interior material is lighter.
- resin molding material containing synthetic resins such as a thermoplastic resin and a thermosetting resin can be used, for example.
- a polypropylene, an acrylonitrile-butadiene-styrene (ABS) resin, and an epoxy resin can be used, for example.
- modified resin formed by adding an elastomer to the above mentioned synthetic resins and material formed by adding an additive such as talc (filler) or a coloring agent to the above mentioned resins can be used.
- surface materials such as a nonwoven fabric can be laminated on a surface of the interior material, especially on the surface ( 11 a ) of the cabin CA side.
- FIG. 2 shows an example of the cabin CA 1 side of the front pillar garnish 1 A.
- FIG. 3 shows an example of a reverse surface (counter surface 11 b ) side of the front pillar garnish 1 A.
- the body 11 of the front pillar garnish 1 A is branched into two, one is the main portion 11 c and the other is the branch portion 11 d.
- Locking claws 12 , 13 , 14 , 15 are formed at a lower end portion of the body 11 so as to be engaged with a mating member (not illustrated) such as a lower garnish (i.e. other interior materials).
- a mating member such as a lower garnish (i.e. other interior materials).
- a plurality of clip seats 16 , 17 , 18 are formed on the counter surface 11 b , which is a reverse surface of the front pillar garnish 1 A.
- clips 51 , 52 , 53 which can be separate from the clip sheets, are attached.
- Thorough holes are formed on the pillar panel 2 A so that the clips 51 to 53 are fitted into respective through holes.
- a worker can position the pillar garnish 1 A relative to the mating member by inserting the locking claws 12 to 15 into the through holes of the mating member and locking the locking claws 12 to 15 on the mating member. Then, the clips 51 to 53 are fitted into the through holes of the pillar panel.
- the pillar garnish 1 A is mounted on the vehicle body and fixed on the vehicle body.
- FIG. 4 shows an enlarged example of a main portion of the reverse surface (counter surface 11 b ) side of the interior material 1 .
- FIGS. 5 to 7 show enlarged examples of the base portion 30 and surrounding areas.
- FIGS. 8 , 9 show examples of a main portion of the automobile 100 in the cross section at a position just behind the third wall portion 33 viewed from the third wall portion 33 side of the base portion 30 .
- FIG. 10 shows an example of the main portion of the automobile 100 in the cross section at a position just behind the first wall portion 31 viewed from the first wall portion 31 side of the base portion 30 .
- FIG. 11 shows an example of the base portion 30 viewed from an opening OP 1 side by omitting the insertion portion 40 and seeing through the main portion 11 c and a reinforcing rib 35 .
- the insertion portion 40 is integrated with the head portion 34 of the base portion 30 and inserted into a square-shaped hole 3 , which is a through hole formed on the pillar panel 2 A. Note that since the clips are not used at the hole 3 , cost of the clips can be cut down and man-hours for assembling the clips can be cut down.
- the impact absorbing rib 20 for protecting the head from impact is extended toward the pillar panel 2 A from the counter surface ( 11 b ) facing the pillar panel 2 A.
- the impact absorbing rib 20 has a thin plate-shaped vertical rib 21 directed toward a longitudinal direction DL1 of the main portion 11 c and a plurality of thin plate-shaped horizontal ribs 22 crossing the vertical rib 21 . Therefore, the impact absorbing rib 20 is integrated with the body 11 so that the ribs 21 , 22 are arranged in a lattice shape. When the impact load is applied, the impact absorbing rib 20 is deformed to absorb the impact. In some cases, the impact absorbing rib 20 is broken from the base to absorb the impact.
- a thickness of the ribs 21 , 22 is specified to be approximately 0.5 to 1 mm so that the ribs 21 , 22 are deformed to absorb the impact when the impact is input. Although the impact absorbing performance is more improved as a height of the ribs 21 , 22 from the counter surface 11 b is higher, the height of the ribs 21 , 22 is specified while considering a balance with other components (e.g. curtain side airbag 60 ) arranged on a space SP2 formed between the pillar garnish 1 A and the pillar panel 2 A.
- other components e.g. curtain side airbag 60
- the base portion 30 having a tower shape is protruded from the counter surface 11 b of the pillar garnish 1 A toward the pillar panel 2 A.
- the base portion 30 having a tower shape can be also referred to as a tower portion.
- the base portion 30 has a plate-shaped head portion 34 , plate-shaped first and second wall portions 31 , 32 , and a plate shaped third wall portion 33 .
- a space SP 1 is formed between the head portion 34 and the counter surface 11 b .
- the insertion portion 40 is integrated with the head portion 34 .
- the first and second wall portions 31 , 32 face each other across the space SP 1 and lead from the counter surface 11 b to the head portion 34 .
- the third wall portion 33 leads from the counter surface 11 b to the head portion 34 at an opposite side of the opening OP 1 .
- the head portion 34 is a bridge portion connecting tips of the wall portions 31 , 32 , 33 .
- the insertion portion 40 which is a protrusion inserted into the hole 3 , is integrally formed on the panel side surface 34 p of the pillar panel 2 A side of the head portion 34 .
- the head portion 34 has a first edge portion 34 a connected to the first wall portion 31 , a second edge portion 34 b connected to the second wall portion 32 , and third and fourth edge portions 34 c, 34 d connected to both the first edge portion 34 a and the second edge portion 34 b while being separated with each other.
- the third wall portion 33 leads from the counter surface 11 b to the third edge portion 34 c.
- Both edge portions of the third wall portion 33 in a width direction, which is crossing the insertion direction D4 for inserting the insertion portion 40 into the hole 3 of the pillar panel 2 A, are respectively connected to the first wall portion 31 and the second wall portion 32 . Therefore, rigidity of the base portion 30 is high.
- the opening OP 1 connected to an internal space SP 1 is formed from the fourth edge portion 34 d to the counter surface 11 b.
- the thick portion 36 which is specified to be thicker than the ribs 21 , 22 (impact absorbing rib 20 ), are formed on the wall portions 31 , 32 , 33 and the head portion 34 .
- a thickness of the thick portion 36 is preferably approximately 1 to 3 mm, more preferably approximately 1.5 to 2.5 mm within a range thicker than the ribs 21 , 22 .
- the thick portion 36 is provided astride the first wall portion 31 and the head portion 34 , astride the second wall portion 32 and the head portion 34 , and astride the third wall portion 33 to the head portion 34 .
- the thick portion 36 is provided astride the first wall portion 31 and the third wall portion 33 , and astride the third wall portion 33 and the second wall portion 32 . Therefore, rigidity of the base portion 30 is high. Of course, even when the thick portion 36 is not provided on all of the wall portions 31 to 33 , if the thick portion 36 is provided astride the head portion 34 and at least one of the wall portions 31 to 33 , rigidity of the base portion 30 is increased.
- the distance L1 between the first wall portion 31 at a connection part to the head portion 34 and the second wall portion 32 at a connection part to the head portion 34 is narrower than the distance L2 between the first wall portion 31 at a connection part to the counter surface 11 b and the second wall portion 32 at a connection part to the counter surface 11 b .
- the wall portions 31 , 32 shown in FIG. 11 are declined to come close to each other toward the head portion 34 and the opening OP 1 is formed in an approximately trapezoidal shape. Therefore, rigidity of the base portion 30 is high.
- outer surfaces 31 o, 32 o, 33 o which are opposite to the internal space SP 1 , of the wall portions 31 , 32 , 33 are connected to the impact absorbing rib 20 .
- the outer surface 310 of the first wall portion 31 is connected to a plurality of horizontal ribs 22
- the outer surface 32 o of the second wall portion 32 is connected to one of the horizontal ribs 22
- the outer surface 33 o of the third wall portion 33 is connected to the vertical rib 21 . Therefore, when the impact is input, the impact absorbing rib 20 is deformed by receiving the load between the base portion 30 and the contact position of the occupant.
- the divided ribs 41 , 42 , 43 are deformed by receiving the load transmitted through the impact absorbing rib 20 .
- the impact absorbing rib 20 is deformed by receiving the load between the base portion 30 and the contact position of the occupant when the impact is input.
- the divided ribs 41 , 42 , 43 are deformed by receiving the load transmitted through the impact absorbing rib 20 .
- an extended end 21 e of the vertical rib 21 which is formed along the longitudinal direction DL1 of the main portion 11 c of the pillar garnish 1 A, is bent in a direction of approaching to the pillar panel 2 A at a connection part to the outer surface 33 o of the third wall portion, and is integrated with the outer surface 33 o of the third wall portion.
- An extended end 22 e of the horizontal ribs 22 which is formed approximately perpendicular to the longitudinal direction DL1 of the main portion 11 c, is bent in a direction of approaching to the pillar panel 2 A at a connection part to the outer surfaces 31 o, 32 o of the wall portions 31 , 32 , and is integrated with the outer surfaces 31 o, 32 o of the wall portions 31 , 32 . Since the extended ends 21 e, 22 e of the impact absorbing rib 20 are bent in a direction of approaching to the pillar panel 2 A and connected to the outer surfaces 31 o to 33 o of the wall portions, the impact absorbing rib 20 is firmly fixed with the wall portions 31 to 33 . Thus, the impact absorbing performance is improved.
- a plate-shaped reinforcing rib 35 is formed between the counter surface 11 b and the head portion 34 .
- the reinforcing rib 35 is connected to the wall portions 31 , 32 , 33 so as to partition the space SP 1 .
- a thickness of the reinforcing rib 35 is preferably approximately 1 to 3 mm, more preferably approximately 1.5 to 2.5 mm within a range thicker than the ribs 21 , 22 . Since the reinforcing rib 35 is existed, the strength of the base portion 30 is further increased.
- thin portions 31 a, 32 a, 33 a which are thinner than the thick portion 36 , are formed at root portions connected to the counter surface 11 b .
- the thick portion 36 is separated from the counter surface 11 b . Consequently, projections and recesses referred to as sink marks, which are formed on a cabin side surface 11 a of the pillar garnish 1 A caused by delayed cooling in the molding such as the injection molding, can be prevented.
- the insertion portion 40 which is integrated with the head portion 34 of the base portion 30 extended from the counter surface 11 b, is formed to be tapered so that a cross section perpendicular to the insertion direction D4 gradually decreases toward a tip portion 40 a. Since the insertion portion 40 is tapered, the worker can easily insert the insertion portion 40 into the hole 3 of the pillar panel 2 A when the worker assembles the pillar garnish 1 A on the pillar panel 2 A. In addition, since the insertion portion 40 is guided to an assembling position by the tapered shape, assembling workability of the worker is improved.
- the insertion portion 40 has a plurality of the divided ribs 41 , 42 , 43 branched so as to be directed toward the edge portion 3 e of the hole 3 of the pillar panel 2 A.
- “toward the edge portion 3 e ” means that the divided ribs 41 , 42 , 43 are directed from a virtual axis AX1 toward the outward direction (outward direction D6) of the virtual axis AX1.
- the virtual axis AX1 is an axis which passes through the hole 3 along the insertion direction D4, which is a direction of inserting the insertion portion 40 into the hole 3 of the pillar panel.
- the insertion portion 40 Since the divided ribs 41 to 43 are existed, the insertion portion 40 is easily hooked by the edge portion 3 e of the hole 3 of the pillar panel when the impact is input. Consequently, the insertion portion 40 is prevented from being dropped out from the hole 3 of the pillar panel, and impact load can be received by the impact absorbing rib 20 .
- the impact absorbing rib 20 connected to the wall portions 31 to 33 is deformed to absorb the impact. In some cases, the impact absorbing rib 20 is broken to absorb the impact.
- the outer surfaces 41 o, 42 o, 43 o of the divided ribs 41 , 42 , 43 have inclined surfaces extended toward the outward direction (outward direction D6) of the virtual axis AX1.
- the outer surfaces 41 o, 42 o, 43 o are extended more as approaching from the tip portion 40 a toward the head portion 34 .
- the inclined surfaces formed on the divided ribs 41 to 43 are located so as to come close to each other toward the tip portion 40 a of the insertion portion 40 .
- the outer surfaces 41 o, 42 o of the divided ribs 41 , 42 are extended toward the outward direction (outward direction D6) of the virtual axis AX1 at a connection part to the head portion 34 .
- the outer surfaces 41 o, 42 o are extended more as approaching toward the head portion 34 so that the outer surfaces 41 o, 42 o are aligned with the panel side surface 34 p of the head portion 34 .
- the panel side surface 34 p is a surface that faces the pillar panel 2 A.
- at least a part of the outer surfaces 41 o to 43 o of the divided ribs 41 to 43 is connected to the head portion 34 at the connection part to the head portion 34 while being bent or inclined. Therefore, when the impact is input, the insertion portion 40 is difficult to be broken at the connection part to the head portion 34 . As a result, the impact absorbing performance is improved when the impact force F1 is applied in the crossing direction D5.
- the divided ribs 41 , 42 , 43 are preferably thicker than the thick portion 36 .
- a thickness of the divided ribs 41 , 42 , 43 is preferably approximately 2.5 to 10.0 mm, and more preferably approximately 3.0 to 5.0 mm. If the thicknesses of the divided ribs are equal to or more than the above mentioned lower limit value, the divided ribs are prevented from being broken or deformed when the impact is input. If the thicknesses of the divided ribs are equal to or less than the above mentioned upper limit value, the insertion portion 40 can be easily inserted into the hole 3 .
- FIGS. 9 , 10 show cross-sectional views wherein the pillar garnish 1 A is assembled to the pillar panel 2 A by inserting the insertion portion 40 into the hole 3 of the pillar panel 2 A.
- a symbol 70 indicates an opening trim.
- the divided ribs 41 to 43 are designed not to be in contact with the edge portion 3 e of the hole 3 so that the divided ribs 41 to 43 are separated from the edge portion 3 e.
- the divided ribs 41 to 43 are arranged facing the edge portion 3 e.
- a distance L3 between the insertion portion 40 and the edge portion 3 e of the hole 3 when being assembled is preferably approximately 0.5 to 5.0 mm, and more preferably approximately 1.5 to 2.5 mm. If the distance L3 is equal to or more than the above mentioned lower limit value, the insertion portion 40 can be easily inserted into the hole 3 and clearance can be ensured to absorb molding variations and the like. If the distance L3 is equal to or less than the above mentioned upper limit value, rise of the load in a load-displacement curve is further improved in the impact test, and the impact absorbing performance is improved.
- a length (insertion amount H1) of the insertion portion 40 protruded from the hole 3 to the vehicle outside is preferably approximately 4.0 to 8.0 mm, and more preferably approximately 5.0 to 6.0 mm. If the insertion amount H1 is equal to or more than the above mentioned lower limit value, the insertion portion 40 is prevented from being dropped out from the hole 3 when the impact is input. If the insertion amount H1 is equal to or less than the above mentioned upper limit value, the pillar garnish 1 A can be easily assembled to the pillar panel 2 A.
- the hole 3 of the pillar panel 2 A is formed so that the edge portion 3 e is a square shape.
- the divided ribs 41 , 42 , 43 are formed so as to be directed toward one of four sides of the edge portion 3 e.
- the insertion portion 40 can absorb the impact by being immediately engaged with the pillar panel 2 A regardless of the direction of the impact force Fl input from the head of the occupant to the pillar garnish 1 A.
- the divided rib 43 two side walls, which are directed toward neighboring two sides of the edge portion 3 e, are inclined so that the distance between the side walls and the edge portion 3 e becomes narrower as approaching to the head portion 34 .
- the strength of the insertion portion 40 is improved compared to a case of forming the insertion portion 40 in a cross shape.
- the divided rib 43 is arranged at a front side, not a rear side with which the occupant is in contact when the impact is input. Therefore, there is a high possibility that the divided rib 43 is locked by being hit against the edge portion 3 e of the hole 3 of the pillar panel. Since the strength of the divided rib 43 is high, the insertion portion 40 is prevented from being broken or fractured when the impact is input.
- the base portion 30 which is integrated with the above explained insertion portion 40 , is integrally formed with the body 11 , the impact absorbing rib 20 and other portions.
- a shape of the insertion portion 40 is not limited to the shape of having the divided ribs 41 to 43 .
- the shape can be a columnar shape, a cylindrical shape, a conical shape, a pyramidal shape, or a rectangular cylindrical shape, for example.
- a shape of the hole 3 of the vehicle body panel 2 is not limited to a square shape.
- the shape can be a circular shape, for example, so as to match with the shape of the insertion portion 40 .
- an injection molding die having a slide die corresponding to the internal space SP 1 of the base portion 30 can be used.
- a fixed die and a movable die can be used to form a cavity corresponding to the shape of the pillar garnish 1 A.
- the molded pillar garnish 1 A can be obtained by positioning the slide die, closing the injection molding die, injecting liquid resin molding material such as molten resin molding material into the cavity, solidifying or hardening the resin molding material, and then opening the injection molding die.
- the integrally formed pillar garnish 1 A has the thick portion 36 on the base portion 30 which is extended from the counter surface 11 b facing the pillar panel 2 A, the rigidity of the base portion 30 is increased.
- the insertion portion 40 to be inserted into the hole 3 of the pillar panel 2 A is integrated with the head portion 34 of the base portion 30 having high rigidity. Therefore, as shown in FIGS. 8 , 12 , even if the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 for inserting the insertion portion 40 into the hole 3 of the pillar panel 2 A, the insertion portion 40 is prevented from being disconnected from the hole 3 of the pillar panel 2 A. Consequently, the present technology is capable of improving the impact absorbing performance without using the clips when the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 of the insertion portion 40 .
- the distance L1 between the wall portions 31 , 32 at the connection part to the head portion 34 is narrower than the distance L2 between the wall portions 31 , 32 at the connection part to the counter surface 11 b .
- the third wall portion 33 and the reinforcing rib 35 are formed on the base portion 30 .
- the thick portion 36 is provided astride the wall portions 31 to 33 and the head portion 34 .
- the outer surfaces 31 o to 33 o of the wall portions are connected to the impact absorbing rib 20 . Therefore, when the impact is input, the impact absorbing rib 20 is deformed by receiving the load between the base portion 30 and the contact position of the occupant. In some cases, the insertion portion 40 is deformed by receiving the load transmitted through the impact absorbing rib 20 . Consequently, the impact absorbing performance is improved when the impact force F1 is applied in the crossing direction D5. In particular, even when the impact force F1 is input in a direction different from the extending direction of the impact absorbing rib 20 by nearly 90 degrees, for example, the insertion portion 40 extended from the base portion 30 of high rigidity is locked by being hit against the edge portion 3 e of the hole 3 of the pillar panel.
- the pillar garnish 1 A is prevented from moving and sliding on the pillar panel 2 A. Consequently, the impact absorbing rib 20 is deformed by receiving the impact load. In some cases, the impact absorbing rib 20 is broken or crushed to absorb the impact load. Thus, an obstruction value to the occupant is reduced.
- a sample of the above described embodiment and a sample of a comparative example were analyzed.
- the pillar garnish having the base portion 30 and the insertion portion 40 was assembled to the pillar panel.
- the pillar garnish without having the base portion 30 and the insertion portion 40 was assembled to the pillar panel.
- a thickness of the ribs 21 , 22 was specified to be 1.0 mm
- a thickness of the thick portion 36 and the reinforcing rib 35 was specified to be 2.0 mm
- a thickness of the divided ribs 41 to 43 was specified to be 3.0 mm
- the insertion amount H1 of the insertion portion 40 was specified to be 5.0 mm.
- the analysis was performed, as shown in FIGS. 8 , 12 , by simulating the load applied to the FMH 80 , which is a dummy imitating the head of the occupant used for the impact test, when the FMH 80 collided with the samples at a speed of 24 km/h.
- the obtained load-displacement curve is shown in FIG. 13 .
- the load was larger in the present embodiment than the comparative example.
- the sample of the embodiment has higher impact absorbing performance than the comparative example. Therefore the HIC (Head Injury Criteria) is reduced in the embodiment.
- a bottom load maximum load was smaller in the embodiment than the comparative example. Also in this point of view, the HIC is reduced in the embodiment.
- the interior material having the base portion 30 with which the insertion portion 40 is integrated can improve the impact absorbing performance when the impact force is applied in the direction crossing the insertion direction of the insertion portion.
- the present invention can be applied to the interior material other than the front pillar garnish 1 A.
- the present invention can be applied to the center pillar garnish 1 B, the rear pillar garnish, the side roof rail garnish 1 C, the roof trim 1 D, and a door trim, for example.
- the shape of the insertion portion 40 can be other than the tapered shape (e.g. cylindrical shape).
- the wall portions 31 to 33 are preferred to be connected to the impact absorbing rib 20 , a basic effect of the present invention can be obtained even if all of the wall portions 31 to 33 are separated from the impact absorbing rib 20 .
- reinforcing rib 35 and the third wall portion 33 are preferred to be provided, a basic effect of the present invention can be obtained even if the reinforcing rib 35 and the third wall portion 33 are not provided.
- the distance L1 between the wall portions 31 , 32 at the connection part to the head portion 34 is preferably narrower than the distance L2 between the wall portions 31 , 32 at the connection part to the counter surface 11 b, the distance L1 can be same as the distance L2.
- the shape of the base portion 30 can be other than the tower shape (e.g. tubular shape such as cylindrical shape).
- the rigidity of the base portion 30 can be improved even if the thick portion 36 is not provided. Therefore, the impact absorbing performance can be improved when the impact force F1 is applied in the direction D5 crossing the insertion direction D4 of the insertion portion.
- the present invention has an embodiment of the integrally formed vehicle interior material having: the impact absorbing rib 20 that is extended from the counter surface 11 b facing the vehicle body panel 2 ; the insertion portion 40 that is inserted into the hole 3 formed on the vehicle body panel 2 ; the head portion 34 that is integrated with the insertion portion 40 so that the space SP 1 is formed between the head portion 34 and the counter surface 11 b ; and the first and second wall portions 31 , 32 that face each other across the space SP 1 and lead from the counter surface 11 b to the head portion 34 .
- a technology capable of improving the impact absorbing performance when the impact force is applied in the direction crossing the insertion direction of the insertion portion can be provided.
- a technique comprised only of the independent claim without having components of the dependent claims, for example, can have the above described fundamental functions and effects.
- the present invention can be also implemented by replacing the features disclosed in the above-described embodiments and variation examples with each other or changing the combinations thereof, and the present invention can be also implemented by replacing the conventional features and the features disclosed in the above-described embodiments and variation examples with each other or changing the combinations thereof.
- the present invention includes these features.
- the labels such as left, right, front, back, top, bottom, forward, reverse, clockwise, counter clockwise, up, down, or other similar terms such as upper, lower, aft, fore, vertical, horizontal, proximal, distal, etc. have been used for convenience purposes only and are not intended to imply any particular fixed direction or orientation. Instead, they are used to reflect relative locations and/or directions/orientations between various portions of an object.
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- Engineering & Computer Science (AREA)
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Abstract
Description
- This patent specification is based on Japanese patent application, No. 2014-002062 filed on Jan. 9, 2014 in the Japan Patent Office, the entire contents of which are incorporated by reference herein.
- 1. Field of the Invention
- The present invention relates to a vehicle interior material with which an impact absorbing rib extending from a counter surface facing a vehicle body panel is integrally formed.
- 2. Description of Related Art
- On an automobile, metal vehicle body panels such as a pillar panel, a roof panel and a door panel are provided, for example. On a cabin side of the vehicle body panel, various interior materials such as a pillar trim (pillar garnish), a roof trim and a door trim are placed. An impact absorbing rib can be integrally formed with the interior materials so as to absorb impact energy applied to an occupant and protect the occupant when impact occurs because of car accident or other reasons. The impact absorbing rib is provided on a surface of the interior materials facing the vehicle body panel.
- Japanese Unexamined Patent Application Publication No. 2008-296762 discloses a pillar garnish with which an impact absorbing body is integrated on a reverse surface facing a front pillar. The front pillar is a pillar panel placed between a windshield and a front door glass of a vehicle. The front pillar is also referred to as an A pillar panel. The pillar garnish assembled to the A pillar panel is also referred to as an A pillar garnish.
- When the impact occurs, an impact force may be applied forward from the head of the occupant to the A pillar garnish having an insertion portion that is inserted into a hole formed on a vehicle body panel. In such a case, a force is applied to the insertion portion in a direction crossing a projecting direction of the insertion portion. The force may be also applied to other vehicle interior materials than the A pillar garnish.
- The present invention discloses a vehicle interior material capable of improving impact absorbing performance when the impact force is applied to the direction crossing an inserting direction of the insertion portion.
- One aspect of the present invention provides a vehicle interior material that is integrally formed, the vehicle interior material comprising; an impact absorbing rib that is extended from a counter surface facing a vehicle body panel; an insertion portion that is inserted into a hole formed on the vehicle body panel; and a base portion that has a thick portion that is thicker than the impact absorbing rib, is extended from the counter surface, and is integrated with the insertion portion at a tip portion of the base portion. Here, “integrally formed” means that the vehicle interior material is integrally formed with the impact absorbing rib, the insertion portion, the base portion, and other interior materials.
- These and other features, aspects, and advantages of the invention will be apparent to those skilled in the art from the following detailed description of preferred non-limiting exemplary embodiments, taken together with the drawings and the claims that follow.
- It is to be understood that the drawings are to be used for the purposes of exemplary illustration only and not as a definition of the limits of the invention. Throughout the disclosure, the word “exemplary” is used exclusively to mean “serving as an example, instance, or illustration.” Any embodiment described as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.
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FIG. 1 is a diagram schematically showing an example of an interior of anautomobile 100. -
FIG. 2 is a perspective view showing an example of aninterior material 1 viewed from a cabin CA1 side. -
FIG. 3 is a perspective view showing an example of theinterior material 1 viewed from a reverse surface side. -
FIG. 4 is a perspective view showing an enlarged example of a main portion of the reverse surface side of theinterior material 1. -
FIG. 5 is a perspective view showing an enlarged example of abase portion 30 and surrounding areas. -
FIG. 6 is a perspective view showing an enlarged example of thebase portion 30 and surrounding areas viewed from another direction different fromFIG. 5 . -
FIG. 7 is a diagram showing an enlarged example of thebase portion 30 and surrounding areas viewed from avehicle body panel 2 side. -
FIG. 8 is a cross-sectional view schematically showing an example of a state that an FMH (Free Motion Head Form) 80 is moved forward and in contact with theinterior material 1. -
FIG. 9 is a cross-sectional view cut near athird wall portion 33 showing an example of a main portion of theautomobile 100 in which theinterior material 1 is assembled to thevehicle body panel 2. -
FIG. 10 is a cross-sectional view cut near afirst wall portion 31 showing an example of the main portion of theautomobile 100 in which theinterior material 1 is assembled to thevehicle body panel 2. -
FIG. 11 is a diagram showing an example of thebase portion 30 viewed from an opening OP1 side. -
FIG. 12 is a diagram schematically showing an example of an impact test. -
FIG. 13 is a diagram showing an example of a load-displacement curve. -
FIG. 14 is a cross-sectional view schematically showing a state that the FMH 80 is moved forward and in contact with apillar garnish 901 in a comparative example. - Hereafter, an embodiment of the present invention will be explained. Of course, the below-described embodiment merely exemplifies the present invention. All the features shown in the embodiment are not necessarily required to solve the problem.
- At first, with reference to
FIGS. 1 to 14 , an outline of the present technology will be explained. - An integrally formed vehicle
interior material 1 has animpact absorbing rib 20 extended from thecounter surface 11 b which is facing thevehicle body panel 2 and aninsertion portion 40 to be inserted into ahole 3 formed on thevehicle body panel 2. The vehicleinterior material 1 has athick portion 36 and abase portion 30. Thethick portion 36 is thicker than theimpact absorbing rib 20. Thebase portion 30 is extended from thecounter surface 11 b. Theinsertion portion 40 is integrated with a tip portion of thebase portion 30. -
FIG. 14 shows apillar garnish 901 mounted on anA pillar panel 902 which is located between the windshield and the front door glass of the vehicle as a comparative example. Animpact absorbing rib 920 is extended from a reverse surface of thepillar garnish 901 toward theA pillar panel 902. At an edge of theimpact absorbing rib 920, alocking portion 921 is formed so as to be in contact with theA pillar panel 902.FIG. 14 also schematically shows a state that an FMH (Free Motion Head Form) 80 is moved forward and in contact with thepillar garnish 901 when an impact test is performed for a sample of the comparative example. The FMH 80 is corresponding to the head of the occupant. Since theimpact absorbing rib 920 is provided, even when the head of the occupant moved forward is in contact with thepillar garnish 901 from a rear side of thepillar garnish 901, theimpact absorbing rib 920 is crushed between the head of the occupant and theA pillar panel 902 to absorb the impact. In this kind of interior material, movement of the impact absorbing rib should be restricted in order to receive impact load when the occupant is in contact with the interior material. For example, the movement can be restricted if the impact absorbing rib is hooked by the vehicle body panel. - However, in some cases, a hooking margin of the impact absorbing rib formed on an A pillar garnish cannot be ensured for a reason of appearance design of the vehicle (e.g. thin A pillar panel) or other reasons. In such a case, when the head of the occupant is in contact with the A pillar garnish, the A pillar garnish is moved forward while sliding on the A pillar panel. Therefore, the load is not sufficiently applied to the impact absorbing rib, and a desired impact absorbing performance cannot be realized.
- An impact absorbing body described in Japanese Unexamined Patent Application Publication No. 2008-296762 has a thin plate-shaped first rib directed toward a longitudinal direction of a pillar garnish and a plurality of thin plate-shaped second ribs crossing the first rib. When the occupant is in contact with the pillar garnish, the impact absorbing body hit against the front pillar is deformed to absorb the impact. In some cases, the impact absorbing body is broken to absorb the impact. At crossing parts of the first rib and the second ribs, an insertion portion is formed so as to be inserted into a hole portion opened on the front pillar. At the insertion portion, a thin plate-shaped third rib extended from the first rib toward the front pillar side and a thin plate-shaped fourth rib extended from the second ribs toward the front pillar side are crossed with each other in a cross shape.
- When the impact occurs, an impact force may be applied forward from the head of the occupant to the A pillar garnish. In such a case, the force is applied to the insertion portion in a direction crossing a projecting direction of the insertion portion. If an angle formed by the direction of the force and the projecting direction of the insertion portion is large, the insertion portion, which is formed by crossing the thin plate-shaped third rib and the thin plate-shaped fourth rib, may be deformed and dropped out from the hole portion of the front pillar. However, in some cases, clips to mount the A pillar garnish on the hole portion cannot be used due to product design. Even when the angle formed by the direction of the impact force and the projection direction of the insertion portion is large, if the insertion portion is prevented from being dropped out from the hole portion of the front pillar without using the clips, the impact absorbing performance against the impact force can be improved.
- On the other hand, in an integrally formed vehicle
interior material 1 of the present technology, thethick portion 36 is formed on thebase portion 30, which is extended from thecounter surface 11 b facing thevehicle body panel 2. In addition, theinsertion portion 40 to be inserted into thehole 3 of thevehicle body panel 2 is integrated with a tip portion (head portion 34) of thebase portion 30. Therefore, rigidity of thebase portion 30 is increased. Consequently, even if an impact force F1 is applied in a direction D5, which is crossing an insertion direction D4 for inserting theinsertion portion 40 into thehole 3 of thevehicle body panel 2, theinsertion portion 40 is prevented from being disconnected from thehole 3 of thevehicle body panel 2. Thus, the above embodiment can provide a vehicleinterior material 1 capable of improving the impact absorbing performance without using the clips when the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 of theinsertion portion 40. - The
base portion 30 can have thehead portion 34 which is integrated with theinsertion portion 40, and first andsecond wall portions counter surface 11 b to thehead portion 34. Thethick portion 36 can be provided astride thehead portion 34 and at least one of the first andsecond wall portions thick portion 36 is provided astride thehead portion 34 and at least one of the first andsecond wall portions counter surface 11 b facing thevehicle body panel 2. Therefore, rigidity of thebase portion 30 is increased. Consequently, even if the impact force F1 is applied in the crossing direction D5, theinsertion portion 40 is prevented from being disconnected from thehole 3 of thevehicle body panel 2. Thus, the present embodiment can further improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5. - A distance L1 between the
first wall portion 31 at a connection part to thehead portion 34 and thesecond wall portion 32 at a connection part to thehead portion 34 can be narrower than a distance L2 between thefirst wall portion 31 at a connection part to thecounter surface 11 b and thesecond wall portion 32 at a connection part to thecounter surface 11 b. By using the above configuration, rigidity of thebase portion 30 can be increased. Therefore, even if the impact force F1 is applied in the crossing direction D5, theinsertion portion 40 is prevented from being disconnected from thehole 3 of thevehicle body panel 2. Thus, the present embodiment can improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5. - The
head portion 34 can have afirst edge portion 34 a connected to thefirst wall portion 31, asecond edge portion 34 b connected to thesecond wall portion 32, and third andfourth edge portions first edge portion 34 a and thesecond edge portion 34 b while being separated with each other. Thebase portion 30 can have athird wall portion 33 which leads from thecounter surface 11 b to thethird edge portion 34 c. Since thethird wall portion 33 is provided, rigidity of thebase portion 30 is increased. Therefore, even if the impact force F1 is applied in the crossing direction D5, theinsertion portion 40 is prevented from being disconnected from thehole 3 of thevehicle body panel 2. Thus, the present embodiment can improve the impact absorbing performance when the impact force F1 is applied in the crossing direction D5. - At least one of outer surfaces (31 o and 32 o) of the
first wall portion 31 and thesecond wall portion 32 can be connected to theimpact absorbing rib 20. In this embodiment, when the impact is input, theimpact absorbing rib 20 is deformed by receiving a load between thebase portion 30 and a contact position of the occupant. In some cases, theinsertion portion 40 is deformed by receiving a load transmitted through theimpact absorbing rib 20. Thus, the impact absorbing performance can be further improved when the impact force F1 is applied in the crossing direction D5. - In the
head portion 34, if a surface facing thevehicle body panel 2 is referred to as apanel side surface 34 p, outer surfaces 41 o, 42 o of theinsertion portion 40 can be extended outward (outward direction D6) from a virtual axis AX1, which is along the insertion direction D4 for inserting theinsertion portion 40 into thehole 3 of thevehicle body panel 2, at a connection part to thehead portion 34 so that the outer surfaces 41 o, 42 o are aligned with thepanel side surface 34 p. In this embodiment, when the impact is input, theinsertion portion 40 is prevented from being broken at the connection part to thehead portion 34. Thus, the impact absorbing performance can be further improved when the impact force F1 is applied in the crossing direction D5. - The
insertion portion 40 can be tapered. In this embodiment, when the vehicleinterior material 1 is assembled on thevehicle body panel 2, theinsertion portion 40 can be easily inserted into thehole 3 of thevehicle body panel 2. In addition, since theinsertion portion 40 is guided to an assembling position by a tapered shape, the present embodiment can improve the assembling workability. - The
insertion portion 40 can have a plurality of dividedribs edge portion 3 e of thehole 3 of thevehicle body panel 2. In this embodiment, when the impact is input, theinsertion portion 40 is easily hooked by theedge portion 3 e of thehole 3 of thevehicle body panel 2. Therefore, theinsertion portion 40 is further prevented from being dropped out from thehole 3 of thevehicle body panel 2. Thus, the impact absorbing performance can be improved. - When the
insertion portion 40 is mounted on thevehicle body panel 2, theinsertion portion 40 can be arranged separated from theedge portion 3 e of thehole 3 of thevehicle body panel 2. In this embodiment, the vehicleinterior material 1 can be easily assembled on thevehicle body panel 2. -
FIG. 1 schematically shows an example of an interior of anautomobile 100 having the vehicleinterior material 1. In the figures, FRONT, REAR, UP, DOWN respectively represent the front, rear, up, and down side of the automobile. Positional relation between left and right is based on a direction of viewing the front from the rear of the automobile. A symbol D1 represents a front-rear direction, a symbol D2 represents an up-down direction, and a symbol DL1 represents a longitudinal direction of amain portion 11 c of afront pillar garnish 1A. In order to help understanding, a magnification ratio of each direction may be different inFIGS. 1 to 14 and figures may not be matched with each other. - The
automobile 100 shown inFIG. 1 is a road running vehicle designed and equipped for being used on a road. In addition, a cabin CA1 is formed around sheets (not illustrated) so that theautomobile 100 can be used as a passenger car. Avehicle body panel 2 of theautomobile 100 includes a pillar panel, aside roof rail 2C, aroof panel 2D, and a door panel, for example. The pillar panel at least includes afront pillar panel 2A located between afront window 4F on which the windshield is provided and afront door window 4A on which the front door glass is provided, acenter pillar panel 2B located between thefront door window 4A and arear door window 4B, and a rear pillar panel (not illustrated) located behind therear door window 4B. Note that thefront pillar panel 2A is also referred to as an A pillar panel, thecenter pillar panel 2B is also referred to as a B pillar panel, and the rear pillar panel is also referred to as a C pillar panel. The pillar panels (2A, 2B) support a ceiling portion of theautomobile 100 as a frame of the vehicle. - The
front pillar panel 2A shown inFIG. 1 is branched into two. In addition, a fixed triangular window 4C is mounted on thefront pillar panel 2A. Therefore, the front door glass is divided into an opening/closing portion provided on thefront door window 4A and a fixed portion provided on the window 4C. The door panel at least includes afront door panel 2E arranged beside a front sheet and arear door panel 2F arranged beside a rear sheet. Anopening trim 70 formed of an elastic member such as a rubber is provided on thevehicle body panel 2 at a position which frames thedoor windows - The
interior material 1 such as a pillar garnish (pillar trim), a sideroof rail garnish 1C, a roof trim 1D, and a door trim is mounted on the cabin CA1 side of thevehicle body panel 2. The pillar garnish at least includes afront pillar garnish 1A mounted on thefront pillar panel 2A, acenter pillar garnish 1B mounted on thecenter pillar panel 2B, and a rear pillar garnish (not illustrated) mounted on the rear pillar panel. Note that thefront pillar garnish 1A is also referred to as an A pillar garnish, thecenter pillar garnish 1B is also referred to as a B pillar garnish, and the rear pillar garnish is also referred to as a C pillar garnish. In accordance with the shape of thefront door window 4A branched into two, thefront pillar garnish 1A shown inFIG. 1 is branched into two having abody 11 in which abranch portion 11 d is branched from amain portion 11 c. The sideroof rail garnish 1C is mounted on theside roof rail 2C. From thefront pillar garnish 1A to the sideroof rail garnish 1C, acurtain side airbag 60 is mounted on the cabin CA1 side of thefront pillar panel 2A and theside roof rail 2C. Theroof trim 1D is mounted on theroof panel 2D. The door trim at least includes a door trim 1E mounted on thefront door panel 2E and a door trim 1F mounted on therear door panel 2F. Theinterior material 1 has a function of improving the design by covering the cabin CA1 side of thevehicle body panel 2, and a function of protecting the occupant by reducing harm to the occupant when the impact occurs. - For the
interior material 1 including thefront pillar garnish 1A, a molded article, which is formed by molding a molding material, can be used, for example. The molding can be injection molding or press molding, for example. In addition, the molding can be executed after the molding material is formed so that the interior material is lighter. For the molding material, resin molding material containing synthetic resins such as a thermoplastic resin and a thermosetting resin can be used, for example. For the resin molding material, a polypropylene, an acrylonitrile-butadiene-styrene (ABS) resin, and an epoxy resin can be used, for example. In addition, modified resin formed by adding an elastomer to the above mentioned synthetic resins and material formed by adding an additive such as talc (filler) or a coloring agent to the above mentioned resins can be used. Furthermore, surface materials such as a nonwoven fabric can be laminated on a surface of the interior material, especially on the surface (11 a) of the cabin CA side. -
FIG. 2 shows an example of the cabin CA1 side of thefront pillar garnish 1A.FIG. 3 shows an example of a reverse surface (countersurface 11 b) side of thefront pillar garnish 1A. As described above, thebody 11 of thefront pillar garnish 1A is branched into two, one is themain portion 11 c and the other is thebranch portion 11 d. Lockingclaws body 11 so as to be engaged with a mating member (not illustrated) such as a lower garnish (i.e. other interior materials). On the mating member such as the lower garnish, locking holes are formed so as to lock the lockingclaws 12 to 15. In addition, a plurality ofclip seats counter surface 11 b, which is a reverse surface of thefront pillar garnish 1A. On the clip seats 16 to 18, clips 51, 52, 53, which can be separate from the clip sheets, are attached. Thorough holes (not illustrated) are formed on thepillar panel 2A so that theclips 51 to 53 are fitted into respective through holes. In an assembling line of the vehicle, a worker can position thepillar garnish 1A relative to the mating member by inserting the lockingclaws 12 to 15 into the through holes of the mating member and locking the lockingclaws 12 to 15 on the mating member. Then, theclips 51 to 53 are fitted into the through holes of the pillar panel. Thus, thepillar garnish 1A is mounted on the vehicle body and fixed on the vehicle body. -
FIG. 4 shows an enlarged example of a main portion of the reverse surface (countersurface 11 b) side of theinterior material 1.FIGS. 5 to 7 show enlarged examples of thebase portion 30 and surrounding areas.FIGS. 8 , 9 show examples of a main portion of theautomobile 100 in the cross section at a position just behind thethird wall portion 33 viewed from thethird wall portion 33 side of thebase portion 30.FIG. 10 shows an example of the main portion of theautomobile 100 in the cross section at a position just behind thefirst wall portion 31 viewed from thefirst wall portion 31 side of thebase portion 30.FIG. 11 shows an example of thebase portion 30 viewed from an opening OP1 side by omitting theinsertion portion 40 and seeing through themain portion 11 c and a reinforcingrib 35. Theinsertion portion 40 is integrated with thehead portion 34 of thebase portion 30 and inserted into a square-shapedhole 3, which is a through hole formed on thepillar panel 2A. Note that since the clips are not used at thehole 3, cost of the clips can be cut down and man-hours for assembling the clips can be cut down. - On an upper portion of the
main portion 11 c, theimpact absorbing rib 20 for protecting the head from impact is extended toward thepillar panel 2A from the counter surface (11 b) facing thepillar panel 2A. Theimpact absorbing rib 20 has a thin plate-shapedvertical rib 21 directed toward a longitudinal direction DL1 of themain portion 11 c and a plurality of thin plate-shapedhorizontal ribs 22 crossing thevertical rib 21. Therefore, theimpact absorbing rib 20 is integrated with thebody 11 so that theribs impact absorbing rib 20 is deformed to absorb the impact. In some cases, theimpact absorbing rib 20 is broken from the base to absorb the impact. A thickness of theribs ribs ribs counter surface 11 b is higher, the height of theribs pillar garnish 1A and thepillar panel 2A. - As shown in
FIG. 3 , between theclip seat 16 and theclip seat 17, thebase portion 30 having a tower shape is protruded from thecounter surface 11 b of thepillar garnish 1A toward thepillar panel 2A. Thebase portion 30 having a tower shape can be also referred to as a tower portion. - As shown in
FIGS. 5 to 7 and 11, thebase portion 30 has a plate-shapedhead portion 34, plate-shaped first andsecond wall portions third wall portion 33. A space SP1 is formed between thehead portion 34 and thecounter surface 11 b. Theinsertion portion 40 is integrated with thehead portion 34. The first andsecond wall portions counter surface 11 b to thehead portion 34. Thethird wall portion 33 leads from thecounter surface 11 b to thehead portion 34 at an opposite side of the opening OP1. Thehead portion 34 is a bridge portion connecting tips of thewall portions insertion portion 40, which is a protrusion inserted into thehole 3, is integrally formed on thepanel side surface 34 p of thepillar panel 2A side of thehead portion 34. As shown inFIG. 7 and other figures, thehead portion 34 has afirst edge portion 34 a connected to thefirst wall portion 31, asecond edge portion 34 b connected to thesecond wall portion 32, and third andfourth edge portions first edge portion 34 a and thesecond edge portion 34 b while being separated with each other. Thethird wall portion 33 leads from thecounter surface 11 b to thethird edge portion 34 c. Both edge portions of thethird wall portion 33 in a width direction, which is crossing the insertion direction D4 for inserting theinsertion portion 40 into thehole 3 of thepillar panel 2A, are respectively connected to thefirst wall portion 31 and thesecond wall portion 32. Therefore, rigidity of thebase portion 30 is high. For convenience of the molding (e.g. injection molding), the opening OP1 connected to an internal space SP1 is formed from thefourth edge portion 34 d to thecounter surface 11 b. - The
thick portion 36, which is specified to be thicker than theribs 21, 22 (impact absorbing rib 20), are formed on thewall portions head portion 34. Totally considering viewpoints such as strength, impact absorbing performance, and weight reduction, a thickness of thethick portion 36 is preferably approximately 1 to 3 mm, more preferably approximately 1.5 to 2.5 mm within a range thicker than theribs FIGS. 5 , 10, 11, thethick portion 36 is provided astride thefirst wall portion 31 and thehead portion 34, astride thesecond wall portion 32 and thehead portion 34, and astride thethird wall portion 33 to thehead portion 34. Furthermore, thethick portion 36 is provided astride thefirst wall portion 31 and thethird wall portion 33, and astride thethird wall portion 33 and thesecond wall portion 32. Therefore, rigidity of thebase portion 30 is high. Of course, even when thethick portion 36 is not provided on all of thewall portions 31 to 33, if thethick portion 36 is provided astride thehead portion 34 and at least one of thewall portions 31 to 33, rigidity of thebase portion 30 is increased. - As shown in
FIG. 11 , the distance L1 between thefirst wall portion 31 at a connection part to thehead portion 34 and thesecond wall portion 32 at a connection part to thehead portion 34 is narrower than the distance L2 between thefirst wall portion 31 at a connection part to thecounter surface 11 b and thesecond wall portion 32 at a connection part to thecounter surface 11 b. Thewall portions FIG. 11 are declined to come close to each other toward thehead portion 34 and the opening OP1 is formed in an approximately trapezoidal shape. Therefore, rigidity of thebase portion 30 is high. - As shown in
FIGS. 5 to 7 and other figures, outer surfaces 31 o, 32 o, 33 o, which are opposite to the internal space SP1, of thewall portions impact absorbing rib 20. In an example shown in the figures, theouter surface 310 of thefirst wall portion 31 is connected to a plurality ofhorizontal ribs 22, the outer surface 32 o of thesecond wall portion 32 is connected to one of thehorizontal ribs 22, and the outer surface 33 o of thethird wall portion 33 is connected to thevertical rib 21. Therefore, when the impact is input, theimpact absorbing rib 20 is deformed by receiving the load between thebase portion 30 and the contact position of the occupant. In some cases, the dividedribs impact absorbing rib 20. Of course, even when not all of the outer surfaces 31 o to 33 o are connected to theimpact absorbing rib 20, if at least one of the outer surfaces 31 o to 33 o of thewall portions 31 to 33 is connected to theimpact absorbing rib 20, theimpact absorbing rib 20 is deformed by receiving the load between thebase portion 30 and the contact position of the occupant when the impact is input. In some cases, the dividedribs impact absorbing rib 20. - In addition, an
extended end 21 e of thevertical rib 21, which is formed along the longitudinal direction DL1 of themain portion 11 c of thepillar garnish 1A, is bent in a direction of approaching to thepillar panel 2A at a connection part to the outer surface 33 o of the third wall portion, and is integrated with the outer surface 33 o of the third wall portion. Anextended end 22 e of thehorizontal ribs 22, which is formed approximately perpendicular to the longitudinal direction DL1 of themain portion 11 c, is bent in a direction of approaching to thepillar panel 2A at a connection part to the outer surfaces 31 o, 32 o of thewall portions wall portions impact absorbing rib 20 are bent in a direction of approaching to thepillar panel 2A and connected to the outer surfaces 31 o to 33 o of the wall portions, theimpact absorbing rib 20 is firmly fixed with thewall portions 31 to 33. Thus, the impact absorbing performance is improved. - As shown in
FIGS. 5 , 9, 10 and other figures, a plate-shaped reinforcingrib 35 is formed between thecounter surface 11 b and thehead portion 34. The reinforcingrib 35 is connected to thewall portions rib 35 is preferably approximately 1 to 3 mm, more preferably approximately 1.5 to 2.5 mm within a range thicker than theribs rib 35 is existed, the strength of thebase portion 30 is further increased. - Note that, on the
wall portions thin portions thick portion 36, are formed at root portions connected to thecounter surface 11 b. In other words, thethick portion 36 is separated from thecounter surface 11 b. Consequently, projections and recesses referred to as sink marks, which are formed on a cabin side surface 11 a of thepillar garnish 1A caused by delayed cooling in the molding such as the injection molding, can be prevented. - As shown in
FIGS. 5 , 6 and other figures, theinsertion portion 40, which is integrated with thehead portion 34 of thebase portion 30 extended from thecounter surface 11 b, is formed to be tapered so that a cross section perpendicular to the insertion direction D4 gradually decreases toward atip portion 40 a. Since theinsertion portion 40 is tapered, the worker can easily insert theinsertion portion 40 into thehole 3 of thepillar panel 2A when the worker assembles thepillar garnish 1A on thepillar panel 2A. In addition, since theinsertion portion 40 is guided to an assembling position by the tapered shape, assembling workability of the worker is improved. - As shown in
FIGS. 5 to 10 , theinsertion portion 40 has a plurality of the dividedribs edge portion 3 e of thehole 3 of thepillar panel 2A. As shown inFIG. 7 , “toward theedge portion 3 e” means that the dividedribs hole 3 along the insertion direction D4, which is a direction of inserting theinsertion portion 40 into thehole 3 of the pillar panel. Since the dividedribs 41 to 43 are existed, theinsertion portion 40 is easily hooked by theedge portion 3 e of thehole 3 of the pillar panel when the impact is input. Consequently, theinsertion portion 40 is prevented from being dropped out from thehole 3 of the pillar panel, and impact load can be received by theimpact absorbing rib 20. In the example shown in the figure, theimpact absorbing rib 20 connected to thewall portions 31 to 33 is deformed to absorb the impact. In some cases, theimpact absorbing rib 20 is broken to absorb the impact. - The outer surfaces 41 o, 42 o, 43 o of the divided
ribs tip portion 40 a toward thehead portion 34. In other words, the inclined surfaces formed on the dividedribs 41 to 43 are located so as to come close to each other toward thetip portion 40 a of theinsertion portion 40. - As shown in
FIGS. 5 , 6, the outer surfaces 41 o, 42 o of the dividedribs head portion 34. The outer surfaces 41 o, 42 o are extended more as approaching toward thehead portion 34 so that the outer surfaces 41 o, 42 o are aligned with thepanel side surface 34 p of thehead portion 34. Here, thepanel side surface 34 p is a surface that faces thepillar panel 2A. In other words, at least a part of the outer surfaces 41 o to 43 o of the dividedribs 41 to 43 is connected to thehead portion 34 at the connection part to thehead portion 34 while being bent or inclined. Therefore, when the impact is input, theinsertion portion 40 is difficult to be broken at the connection part to thehead portion 34. As a result, the impact absorbing performance is improved when the impact force F1 is applied in the crossing direction D5. - The divided
ribs thick portion 36. A thickness of the dividedribs insertion portion 40 can be easily inserted into thehole 3. -
FIGS. 9 , 10 show cross-sectional views wherein thepillar garnish 1A is assembled to thepillar panel 2A by inserting theinsertion portion 40 into thehole 3 of thepillar panel 2A. Asymbol 70 indicates an opening trim. As shown inFIGS. 9 , 10, when thepillar garnish 1A is assembled to thepillar panel 2A, the dividedribs 41 to 43 are designed not to be in contact with theedge portion 3 e of thehole 3 so that the dividedribs 41 to 43 are separated from theedge portion 3 e. In addition, the dividedribs 41 to 43 are arranged facing theedge portion 3 e. Since theinsertion portion 40 is separated from theedge portion 3 e of thehole 3, thepillar garnish 1A can be easily assembled to thepillar panel 2A. A distance L3 between theinsertion portion 40 and theedge portion 3 e of thehole 3 when being assembled is preferably approximately 0.5 to 5.0 mm, and more preferably approximately 1.5 to 2.5 mm. If the distance L3 is equal to or more than the above mentioned lower limit value, theinsertion portion 40 can be easily inserted into thehole 3 and clearance can be ensured to absorb molding variations and the like. If the distance L3 is equal to or less than the above mentioned upper limit value, rise of the load in a load-displacement curve is further improved in the impact test, and the impact absorbing performance is improved. - When assembling the
pillar garnish 1A, a length (insertion amount H1) of theinsertion portion 40 protruded from thehole 3 to the vehicle outside is preferably approximately 4.0 to 8.0 mm, and more preferably approximately 5.0 to 6.0 mm. If the insertion amount H1 is equal to or more than the above mentioned lower limit value, theinsertion portion 40 is prevented from being dropped out from thehole 3 when the impact is input. If the insertion amount H1 is equal to or less than the above mentioned upper limit value, thepillar garnish 1A can be easily assembled to thepillar panel 2A. - Note that the
hole 3 of thepillar panel 2A is formed so that theedge portion 3 e is a square shape. The dividedribs edge portion 3 e. Thus, theinsertion portion 40 can absorb the impact by being immediately engaged with thepillar panel 2A regardless of the direction of the impact force Fl input from the head of the occupant to thepillar garnish 1A. In the dividedrib 43, two side walls, which are directed toward neighboring two sides of theedge portion 3 e, are inclined so that the distance between the side walls and theedge portion 3 e becomes narrower as approaching to thehead portion 34. Therefore, the strength of theinsertion portion 40 is improved compared to a case of forming theinsertion portion 40 in a cross shape. In addition, the dividedrib 43 is arranged at a front side, not a rear side with which the occupant is in contact when the impact is input. Therefore, there is a high possibility that the dividedrib 43 is locked by being hit against theedge portion 3 e of thehole 3 of the pillar panel. Since the strength of the dividedrib 43 is high, theinsertion portion 40 is prevented from being broken or fractured when the impact is input. - On the
pillar garnish 1A, thebase portion 30, which is integrated with the above explainedinsertion portion 40, is integrally formed with thebody 11, theimpact absorbing rib 20 and other portions. - Note that a shape of the
insertion portion 40 is not limited to the shape of having the dividedribs 41 to 43. The shape can be a columnar shape, a cylindrical shape, a conical shape, a pyramidal shape, or a rectangular cylindrical shape, for example. A shape of thehole 3 of thevehicle body panel 2 is not limited to a square shape. The shape can be a circular shape, for example, so as to match with the shape of theinsertion portion 40. - When the
pillar garnish 1A is formed by injection-molding the resin molding material, an injection molding die having a slide die corresponding to the internal space SP1 of thebase portion 30 can be used. For the injection molding die, a fixed die and a movable die can be used to form a cavity corresponding to the shape of thepillar garnish 1A. The moldedpillar garnish 1A can be obtained by positioning the slide die, closing the injection molding die, injecting liquid resin molding material such as molten resin molding material into the cavity, solidifying or hardening the resin molding material, and then opening the injection molding die. - Since the integrally formed
pillar garnish 1A has thethick portion 36 on thebase portion 30 which is extended from thecounter surface 11 b facing thepillar panel 2A, the rigidity of thebase portion 30 is increased. Theinsertion portion 40 to be inserted into thehole 3 of thepillar panel 2A is integrated with thehead portion 34 of thebase portion 30 having high rigidity. Therefore, as shown inFIGS. 8 , 12, even if the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 for inserting theinsertion portion 40 into thehole 3 of thepillar panel 2A, theinsertion portion 40 is prevented from being disconnected from thehole 3 of thepillar panel 2A. Consequently, the present technology is capable of improving the impact absorbing performance without using the clips when the impact force F1 is applied in the direction D5, which is crossing the insertion direction D4 of theinsertion portion 40. - In addition, the distance L1 between the
wall portions head portion 34 is narrower than the distance L2 between thewall portions counter surface 11 b. Thethird wall portion 33 and the reinforcingrib 35 are formed on thebase portion 30. Thethick portion 36 is provided astride thewall portions 31 to 33 and thehead portion 34. By adopting the above configurations, rigidity of thebase portion 30 can be further increased. In the above configurations, theinsertion portion 40 is further prevented from being disconnected from thehole 3 of the pillar panel, and the impact absorbing performance can be further improved when the impact force F1 is applied in the crossing direction D5. - Furthermore, the outer surfaces 31 o to 33 o of the wall portions are connected to the
impact absorbing rib 20. Therefore, when the impact is input, theimpact absorbing rib 20 is deformed by receiving the load between thebase portion 30 and the contact position of the occupant. In some cases, theinsertion portion 40 is deformed by receiving the load transmitted through theimpact absorbing rib 20. Consequently, the impact absorbing performance is improved when the impact force F1 is applied in the crossing direction D5. In particular, even when the impact force F1 is input in a direction different from the extending direction of theimpact absorbing rib 20 by nearly 90 degrees, for example, theinsertion portion 40 extended from thebase portion 30 of high rigidity is locked by being hit against theedge portion 3 e of thehole 3 of the pillar panel. Therefore, thepillar garnish 1A is prevented from moving and sliding on thepillar panel 2A. Consequently, theimpact absorbing rib 20 is deformed by receiving the impact load. In some cases, theimpact absorbing rib 20 is broken or crushed to absorb the impact load. Thus, an obstruction value to the occupant is reduced. - By using a CAE (Computer Aided Engineering), a sample of the above described embodiment and a sample of a comparative example were analyzed. In the sample of the embodiment, the pillar garnish having the
base portion 30 and theinsertion portion 40 was assembled to the pillar panel. In the sample of the comparative example, the pillar garnish without having thebase portion 30 and theinsertion portion 40 was assembled to the pillar panel. A thickness of theribs thick portion 36 and the reinforcingrib 35 was specified to be 2.0 mm, a thickness of the dividedribs 41 to 43 was specified to be 3.0 mm, and the insertion amount H1 of theinsertion portion 40 was specified to be 5.0 mm. The analysis was performed, as shown inFIGS. 8 , 12, by simulating the load applied to theFMH 80, which is a dummy imitating the head of the occupant used for the impact test, when theFMH 80 collided with the samples at a speed of 24 km/h. The obtained load-displacement curve is shown inFIG. 13 . - As shown in
FIG. 13 , at the initial displacement (4 to 18 mm), the load was larger in the present embodiment than the comparative example. Thus, the sample of the embodiment has higher impact absorbing performance than the comparative example. Therefore the HIC (Head Injury Criteria) is reduced in the embodiment. In addition, a bottom load (maximum load) was smaller in the embodiment than the comparative example. Also in this point of view, the HIC is reduced in the embodiment. As explained above, it is confirmed that the interior material having thebase portion 30 with which theinsertion portion 40 is integrated can improve the impact absorbing performance when the impact force is applied in the direction crossing the insertion direction of the insertion portion. - Various variation examples can be considered for the present invention. The present invention can be applied to the interior material other than the
front pillar garnish 1A. For example, the present invention can be applied to thecenter pillar garnish 1B, the rear pillar garnish, the sideroof rail garnish 1C, theroof trim 1D, and a door trim, for example. - The shape of the
insertion portion 40 can be other than the tapered shape (e.g. cylindrical shape). - Although the
wall portions 31 to 33 are preferred to be connected to theimpact absorbing rib 20, a basic effect of the present invention can be obtained even if all of thewall portions 31 to 33 are separated from theimpact absorbing rib 20. - Although the reinforcing
rib 35 and thethird wall portion 33 are preferred to be provided, a basic effect of the present invention can be obtained even if the reinforcingrib 35 and thethird wall portion 33 are not provided. - Although the distance L1 between the
wall portions head portion 34 is preferably narrower than the distance L2 between thewall portions counter surface 11 b, the distance L1 can be same as the distance L2. - In addition, the shape of the
base portion 30 can be other than the tower shape (e.g. tubular shape such as cylindrical shape). - Note that if the
base portion 30 having the tower shape is provided on theinterior material 1, the rigidity of thebase portion 30 can be improved even if thethick portion 36 is not provided. Therefore, the impact absorbing performance can be improved when the impact force F1 is applied in the direction D5 crossing the insertion direction D4 of the insertion portion. Thus, the present invention has an embodiment of the integrally formed vehicle interior material having: theimpact absorbing rib 20 that is extended from thecounter surface 11 b facing thevehicle body panel 2; theinsertion portion 40 that is inserted into thehole 3 formed on thevehicle body panel 2; thehead portion 34 that is integrated with theinsertion portion 40 so that the space SP1 is formed between thehead portion 34 and thecounter surface 11 b; and the first andsecond wall portions counter surface 11 b to thehead portion 34. - As explained above, according to various embodiments of the present invention, a technology capable of improving the impact absorbing performance when the impact force is applied in the direction crossing the insertion direction of the insertion portion can be provided. Of course, a technique comprised only of the independent claim without having components of the dependent claims, for example, can have the above described fundamental functions and effects.
- The present invention can be also implemented by replacing the features disclosed in the above-described embodiments and variation examples with each other or changing the combinations thereof, and the present invention can be also implemented by replacing the conventional features and the features disclosed in the above-described embodiments and variation examples with each other or changing the combinations thereof. The present invention includes these features.
- Although the invention has been described in considerable detail in language specific to structural features and or method acts, it is to be understood that the invention defined in the appended claims is not necessarily limited to the specific features or acts described. Rather, the specific features and acts are disclosed as preferred forms of implementing the claimed invention. Therefore, while exemplary illustrative embodiments of the invention have been described, numerous variations and alternative embodiments will occur to those skilled in the art. Such variations and alternate embodiments are contemplated, and can be made without departing from the spirit and scope of the invention.
- It should further be noted that throughout the entire disclosure, the labels such as left, right, front, back, top, bottom, forward, reverse, clockwise, counter clockwise, up, down, or other similar terms such as upper, lower, aft, fore, vertical, horizontal, proximal, distal, etc. have been used for convenience purposes only and are not intended to imply any particular fixed direction or orientation. Instead, they are used to reflect relative locations and/or directions/orientations between various portions of an object.
Claims (12)
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JP2014002062A JP6270262B2 (en) | 2014-01-09 | 2014-01-09 | Interior parts for vehicles |
JP2014-002062 | 2014-01-09 |
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US20150191140A1 true US20150191140A1 (en) | 2015-07-09 |
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US14/559,925 Expired - Fee Related US9327656B2 (en) | 2014-01-09 | 2014-12-04 | Vehicle interior material |
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EP3617002A1 (en) * | 2018-08-27 | 2020-03-04 | Toyota Jidosha Kabushiki Kaisha | Vehicle pillar structure |
CN112977283A (en) * | 2019-12-13 | 2021-06-18 | 现代自动车株式会社 | Plug-in expandable trim and method of installing same |
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JP6542725B2 (en) * | 2016-08-23 | 2019-07-10 | しげる工業株式会社 | Shock absorbing structure for vehicles |
CN110191839B (en) * | 2017-01-20 | 2022-04-01 | 本田技研工业株式会社 | Vehicle body front structure |
JP7334203B2 (en) * | 2021-03-09 | 2023-08-28 | 本田技研工業株式会社 | vehicle interior structure |
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CN112977283A (en) * | 2019-12-13 | 2021-06-18 | 现代自动车株式会社 | Plug-in expandable trim and method of installing same |
Also Published As
Publication number | Publication date |
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JP6270262B2 (en) | 2018-01-31 |
JP2015128968A (en) | 2015-07-16 |
US9327656B2 (en) | 2016-05-03 |
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